Transmission



Sept. 8, 1964 H. w. cHRlsTENsoN ETAL TRANSMISSION Original Filed May 18,1955 5 Sheets-Sheet 1 TRANSMISSION 5 Sheets-Sheet 2 Original Filed May18, 1955 INVENTOR` A Tram/EY Sept. 8, 1964 H. w. cHRlsTENsoN ETAL3,147,643

TRANSMISSION Original Filed May 18, 1955 5 Sheets-Sheet 3 A TTOPNE YSePt- 8, 1964 H. w. cHRlsTENsoN ETAL 3,147,643

TRANSMISSION Original Filed May 18, 1955 5 Sheets--Sheet 4 Ehi UnitedStates Patent 3,147,643 TRANSMISSN Howard W. Christensen, Wiiliam G.Livezey, and Ulysses A. Breting, Indianapolis, Ind., assignors toGeneral Motors Corporation, Detroit, Mich., a corporation of DelawareOriginal application May 18, 1955, Ser. No. 509,298, now Patent No.3,016,769, dated Jan. 16, 1962. Divided and this application July 19,1961, Ser. No. 125,256

14 Claims. (Cl. 74-759) This invention relates to a multiple drive ratiotransmission and more particularly a multiple drive ratio planetarytransmission and the remote controls for operating the transmission toeffect various drive ratios. This application is a division ofapplicants application Serial No. 509,298, filed May 18, 1955, nowPatent No. 3,016,769, granted January 16, 1962.

The transmission provides a wide range of ratio variation by employingin combination a hydrodynamic torque converter, a forward and reversegear unit and a three speed or ratio gear unit. Since the converter isalways in the drive train, the three speed gear unit may have ratherlarge drive ratio change steps and thus provide in the overall a largechange in ratio. It is contemplated that the three speed transmissionunit would initially be placed in the first or low drive ratio by manualactuation of the selector valve and thereafter the forward and reversevalve will be manually moved from neutral to either forward or reverseposition to place the forward and reverse gearing in either forward orreverse drive. In this way the transmission provides three ratios ineither forward or reverse drive. The forward and reverse drive gearingprovides a reduction gear ratio in the forward range and a largerreduction gear ratio in the reverse range. Thus in combination with lthereduction forward and reverse gearing, a three speed overdrive unithaving a low ratio provided by a one-to-one direct drive and anintermediate ratio provided by an intermediate dual planetary overdriveand a high ratio provided by a single planetary overdrive arrangement.This arrangement permits a very economical use of gearing to transmitthe torque through the transmission.

The forward and reverse valve controls both the supply of fluid to theforward and reverse servo motors and the v supply of lubricating andcooling fluid to the forward and reverse clutch plates.

A push start and scavenge pump control arrangement is provided by a pushstart and scavenge pump control valve which may be positioned to connecta pump driven by the rear wheels to scavenge a gear box for the finaldrive or other mechanism employed in conjunction with the transmissionand to deliver this oil to the transmission sump. If it is desired toobtain operating uid for the transmission controls during a push start,the valve is moved so that oil is pumped from the transmission sump andis delivered 4through a check valve to the transmission controls, theforward and reverse selector valve and the three-speed selector valve.

The transmission may also be provided with a hollow or sleeve outputshaft so that two concentric power takeoff shafts may be employed. Oneis connected to the output shaft of the forward and reverse planetarygear setto provide a converter drive at a reduced ratio in either aforward or reverse direction. The other power take-off shaft isconnected directly to the converter to provide an engine drive directlythrough the converter. If solid power take-olf shafts are employed, theymay be installed individually when either type of drive is required.

A transmission may also be provided having a hydrodynamic torqueconverter driving a two ratio forward and reverse gear set incombination with the three ratio gear set and a final drive two ratiounit. In a transmission 3,147,643 Patented Sept. 8, 1964 of this type,six speeds in both forward and reverse may be provided.

An object of the invention is to provide in a transmis; sion a two ratioforward and reverse planetary gear set providing a forward and reversereduction drive and a three ratio planetary gear driven by said forwardand reverse planetary gear set wherein the three ratio planetary gearprovides a one-to-one direct drive for the low range, a dual planetaryoverdrive for the intermediate range and a single planetary highoverdrive for the high range.

Another object of the invention is to provide in a multiple speedtransmission having an output sleeve shaft, a first power take-olf shaftlocated in said output sleeve shaft driven by the hydrodynamic torqueconverter and the forward and reverse reduction gearing through anintermediate sleeve shaft and a second power take-off shaft located insaid output sleeve shaft driven by the hydrodynamic torque converteroutput shaft.

Another object of the invention is to provide a transmission driveemploying a torque converter connected to drive a forward and reverseplanetary gear unit which in turn drives a three ratio planetary gearunit and a two ratio planetary gear unit to provide six speeds inforward or reverse.

These and other objects of the invention will be more apparent from thefollowing description and drawing of the preferred embodiments of theinvention.

FIG. l is a diagrammatic view showing the trans-` mission structure andthe control system with parts broken away and in section to showdetails.

FIG. 2 is a diagrammatic view of the modified transmission with partsbroken away in section to show the details.

FIG. 3 is a view of another modified transmission similar to thetransmission of FIG. 2 with parts broken away and in section to show thedetails.

FIG. 4 is a sectional view of another modified transmission.

FIG. 5 is a sectional View with parts broken away and in section of amodified forward and reverse control valve.

FIG, 6 shows a detail of lthe control valve of FIG. 5.

FIG. 7 is a section of a rotary control valve.

FIG. 8 is a section of a rotary selector valve on the line 8 8 of FIG.7.

Referring to the drawing, FIG. l, the transmission mounted in housing 10has an input shaft 11 connected by the hydrodynamic torque converterunit 12, the forward and reverse planetary gear unit 13 and thethreeratio planetary gear unit 14 to drive the output shaft 15. Theinput shaft 11 is connected to the rotary torque converter housing 18which carries the impeller blades 19. The turbine blades 20 are mountedin a runner secured to the torque converter output shaft 21. The statorblades 22 and 23 are mounted on runners connected by the one-way brakes24 and 25 respectively, to the ground sleeve 26, a fixed portion of thehousing 10. The fluid is circulated from the impeller 19 to the turbine20 and reacts against the stator blades 22 and 23 in the conventionalmanner to transmit and multiply torque from the engine shaft or inputshaft 11 to the converter output shaft 21. The rear portion of theconverter housing 18 is mounted by means of a suitable thrust bearing 39ou the ground sleeve 26 and may also carry a gear 31 to drive suitableaccessories.

The converter output shaft 21 is rotatably supported in a partition 35of the housing 10 which divides the converter section 12 from theforward and reverse gear section 14 of the housing. The converter outputshaft 21 has a portion located in the forward and reverse portion of thetransmission housing on which a Sun gear 36 is secured. The sun gear 36meshes with the long planetary pinions 38 mounted on the carrier 39. Thecarrier forms the driven element of the forward and reverse gear set andis rotatably mounted by a Ithrust bearing 4t) located between annularextensions on the carrier 39 and housing partition 35. The carrier 39 issecured to the intermediate sleeve shaft 41 which is rotatably mountedby a thrust bearing 42 in the central partition 43 of the housing 10.The forward portion of long planetary pinions 3S mesh with the forwardring gear 46 while the rear portion meshes with the reversing planetarypinions 47 which are also mounted on carrier 39. The pinion 47 mesheswith the reverse ring gear 48. A multiple plate brake 55 consisting of aplurality of plates each alternately splined to the ring gear 46 and tothe housing 10 is actuated by a servo motor 56 consisting of an annularcylinder formed in the housing 10 and an annular piston in the cylinderhaving an annular actuating face engaging the end brake plate. Thereverse brake S similarly has alternate plates splined to the reversering gear 48 and the frame 10 and is actuated by a servo motor 59 whichhas an annular cylinder formed in the housing and an annular pistonlocated therein having an annular face portion engaging the reversebrake 58. The forward and reverse brakes 55 and 58 have a fixed abutment60 formed as a portion of the housing 10 located between the brakes. Aplurality of coil springs 61 located in axial bores in the housing 10between the servo motors engage the facing surfaces of the servo motorpistons to disengage both brakes.

The actuating fluid is supplied by line 65 to the forward servo 56 andby line 66 to the reverse servo 59. Lubricating oil is supplied to theforward brake by line 69 which extends through the partition 35 of thehousing 10 and extends laterally to discharge the lubricating andcooling oil at the side of ring gear 46 just inside of the disks ofbrake 55. The partition 35 has the projection 71 which has an annularportion spaced from the ring gear 46 and an annular portion engaging theside surface of the ring gear 46. Since the lubricating and coolingsupply line 69 is discharged into the annular portion spaced from theside of gear 46, the gear 46 then distributes the oil circumferentiallyso that the entire brake disks are cooled. The projection '71 engagesthe gear 46 to provide an annuiar thrust abutment and guides thelubricating oil outwardly to the brake disks. Since spur gears areemployed in this transmission, the contact between the housingprojection or portion 71 and the gear 46 is suflicient to provide thethrust bearing capacity necessary to maintain the gearing in axialposition. The lubricating and cooling oil for the reverse brake isdelivered by the line 72 which extends through the central partition 43and is discharged axially adjacent the rear side of reverse ring gear4S. The partition 43 has a projection 73 having an annular portionspaced from the gear 48 into which the lubricating and cooling oil isdischarged by the line 72 so that it is distributed circumferentially onthe brake plate disks. The projection 73 has an annular surface whichengages the reverse ring gear 4S and acts as a thrust bearing to holdthe gear axially in position.

The forward and reverse gear unit 13 drives the intermediate shaft 41which is connected to the input carrier 78 of the three speed planetaryunit 14. The carrier 78 carries planetary pinions 79 which mesh with asmall sun gear 8@ on the output shaft 15 and the high ring gear 81. Thering gear 81 is formed as an integral part of the carrier assembly 82for the planetary pinions 83 which mesh with a large sun gear 84 on theoutput shaft 15 and the intermediate ring gear 85. The carrier assemblyS2 has a portion above the ring gear S1 which holds the aS- sembly inlateral position by fitting between the fixed annular abutment 89 of thehousing and the annular lateral extension 96 of the partition 43 of thehousing, both of which act as thrust bearings. The ring gear 31 isstopped or connected to the housing to provide the high gear ratio bythe high brake. 91 which consists of a plurality of annular plates withalternate plates being splined to the gear 81 and the housing 10. Oneend plate of the brake 91 engages the fixed abutment 89 and the otherend plate is engaged by the actuating servo motor 92. he servo motorconsists of an annular piston having a face engaging the end platelocated in an annular cylinder formed as a chamber in the housing 1t).The high ratio servo motor 92 is actuated by iiuid supplied by the line93.

The intermediate ratio ring gear has an upwardly extending projectionwhich engages the iixed abutment 39 to prevent forward axial movementand a shoulder adjacent the gear teeth which is engaged by an end plate93 of the carrier 82 to prevent rearward axial movement. T he ring gear85 is connected to the frame for intermediate ratio by the intermediatebrake 99 which consists of a series of alternate plates secured bysuitable splines to the ring gear 85 and the housing 10. This group ofplates engage at one end a xed abutment 89 and at the other end engagean annular surface on the piston of the servo motor Miti. The servomotor piston is located in a cylinder formed in the housing which issupplied with fluid by the line 101.

The direct drive clutch 164 consists of a plurality of clutch disksalternately splined to a rearwardly extending sleeve 165 of theintermediate ring gear S5 and to the annular cylindrical portion of theclutch housing 196. The clutch housing 106 also has a disk portionsuitably connected to the output shaft 15. The clutch housing 1156 hasformed therein a recess providing an annular cylinder for the annularclutch actuating piston of servo motor 167. The piston of servo motor107 is normally held in a retractive position by the annular disk spring16S which is suitably positioned by a snap ring on shaft 15. The highclutch servo 107 is supplied with operating Huid by a line 111 passingthrough the rear partition 112 through a transfer groove to the axialpassage 113 in the shaft 15.

The transmission lubricating oil is supplied to the transmission throughthe line 115 which passes through the partition 35 via a transferbearing to the axial passage 116 in the shaft 21. One branch of thepassage 116 throws the oil radially outward to an annular groove 117located in the inner cylindrical surface of the carrier 39. This grooveis connected by the passage 118 in the shaft of carrier 39 from whichthe oil is transmitted to the bearings and planetary gears by suitableradial passages. Another' radial branch of passage 116 extends to theroot of the gear teeth of sun gear 36 to lubricate the sun and piniongears. The tube 121 bridges the gap between the oil passage 116 in theshaft 21 to the passage 122 in the intermediate shaft 41 and betweenpassage 122 and the passage 123 in the output shaft 15.

The tube 121 has a small aperture to pass a controlled amount oflubricating oil between the converter output shaft 21 and theintermediate shaft 41 in another radial aperture between theintermediate shaft 41 and output shaft 15 to supply lubricant to thegearing. The passage 123 has radial branch passages located adjacent therear face of the sun gear 8i) and both faces of sun gear 84 to supplylubricant to the gearing.

The converter housing 18 is rotatably mounted and axially fixed to theground sleeve 26 by thrust bearing 36 and rotatably and axially movablymounted in housing 10 by bearing 27 to permit movement due to expansionof the housing. Shaft 21 is rotatably mounted and axially fixed in inputshaft 11 by thrust bearing 28. The intermediate shaft 41 is rotatablysupported and axialiy located by thrust bearing 42 and rotatablysupported by bearing 4i). Since straight planetary gearing is used, thering gears 46 and 43 are centered on the pinions and axially located byengaging the housing projections 71 and 73 and the abutment 6th. Theoutput shaft 15 is rotatably and axially located by thrust bearing 16 inthe housing and rotatably mounted in pilot bearing 17 permitting axialmovement relative to shaft 41. The axial movement between shafts 21, 41and 15 is thus accommodated in the gearing. Ring gear 81 and attachedcarrier y82 are centered on pinions 79 and sun gear 84 and are axiallylocated by the abutment 89 and projection 90. Ring gear 35 is centeredon pinions 83 and axially located by abutment 89 and shoulder 9S oncarrier 82.

Control System The oil for actuating and lubricating the transmission isdrawn from the transmission sump 127 into a conventional sump strainer128 and via line 129 to the pump 139. The pump supplies oil via line 132to the filter 133 which is connected to the main pressure line 134. Asuitable by-pass check valve 135 connects the lines 132, 134 to providea by-pass around the filter 133. The main pressure regulator valve 139is located in a suitable bore 141i and held in closed position by spring141 to block fiuid iiowing from the main line 134 to the converter feedline 143. When the main line 134 reaches the regulated pressure, it willenter at port 138 and move the valve 139 and compress spring 141 to openthe port 142 to the converter feed line 143. When the converter isfilled and the pressure line 134 continues to rise, valve 139 movesfurther to the right and apertures 144 in the valve 139 are aligned withbranch line 132 to connect the pump outlet line 132 through apertures144 of valve 139 to the sump via the exhaust port 145. The converteroutlet line 147 passes through the cooler 148 to the lubricating oilline 115. The pressure in the lubricating line is limited by pressureregulator valve 149.

The forward and reverse gearing 13 is controlled by the forward andreverse valve 154 consisting of a valve member 156 having a largecentral land a and adjacent lands b and c and end lands d and e ofreduced diameter. The large land a is located in a large diameter bore157 in valve body 155 having an elongated port 158 adjacent one endconnected to the forward brake lubricating and cooling line 69.

Another elongated port 159 is located adjacent the other end of thelarge bore 157 and is connected to the reverse brake lubricating andcooling line 72. The lands b and d of valve 156 fit in a small diameterbore 163 which has a port 164 located near bore 157 and connected to theline 65 for the front servo 56 and a port 165 located beyond port 164and connected to the main line 134. The lands c and e slidably fit inthe bore 169 having the port 170 located near bore 157 and connected tothe line 66 supplying the reverse servo and a port 171 located beyondport 17d connected to main line 134. The valve 156 is operated bysuitable linkage connected to a control handle 172 which may be movedfrom the neutral position illustrated to either a forward or reverseposition, indicated by F and R.

Forward and Reverse Valve A modified forward and reverse valve 5111which is illustrated in FIG. 5 is similar to the forward and reversevalve 154 illustrated in FIG. 1. The valve member 512 is slidablymounted in a bore having end portions 513 and 514 of equal diameter anda central portion 515 of larger diameter located in the valve body 516.The valve 512 has lands a and c at opposite ends which are slidablymounted in the bores 513 and 514. With the valve in the neutral positionas illustrated, the land a closes the pump inlet port 519 and the land ccloses the pump inlet port 521. A port 522 which is connected to thereverse brake servo is located near the inner end of the bore 513. Thetriangular shaped reverse brake cooling port 523 is located in the largebore 515 as clearly shown in FIG. 6. The annular port 526 located at thecentral end of the valve bore 514 is connected to the forward brakeservo. The forward brake cooling passage is connected to the triangularport 527 located at the left hand end of the large diameter valve bore515. The valve member 512 also 6 has a central piston 531 mounted on thelandV b and retained in position by split rings 532 located at each sideof the piston 531. A detent mechanism for resiliently holding the valvein forward, neutral or reverse is provided by tlie balls 533 and spring536 located in bores 534 in the valve housing 516 and a series of threeannular detent grooves 537 in the valve member 512 between the lands band c. The grooves 537 are positioned to correspond to the three valvepositions forward, neutral and reverse. The springs 536 resiliently urgethe balls 533 in the grooves to resiliently retain the valve in neutralor forward or reverse position.

The three ratio transmission located in housing portion 14 is controlledby a manual selector valve 176 having a valve member 177 located in asuitable bore 173 in body 175. The valve 177 has a land a adjacent thecontrolled end and a land b at the other end and an intermediate portionof reduced diameter. The land b has adjacent its central portion threeannular detent grooves which cooperate with the ball 179 which isresiliently urged into the grooves to provide a three position detent.The main line 134 is connected to the valve bore 178 `at port 131. Thevalve 177 has a central passage 182 extending from the space between thelands a and b to the far end of land b. The passage 182 has suitableapertures in the reduced portion of valve 177 to receive uid supplied byport 181 from main line 134. Passage 182 is closed at the end of land bby a suitable plug and has a connecting port portion 133 located in thesurface of land b adjacent the end and beyond the detent recesses. Thevalve 177 is movable by a handle 184 connected to the valve by means ofa linkage to move the port 183 into alignment with the port for line 93to actuate the high clutch or to the port for line 101 to actuate theintermediate clutch or to the port for line 111 to actuate the lowclutch.

The push start and scavenging selector valve is located in a bore 191and actuated through a suitable linkage by a hand control lever 192. Thevalve 190 is in the scavening position as illustrated in FIG. l. Thevalve 19) has lands a, b, c and d, with land a being adjacent theoperating linkage or handle 192. The gear sump 193 for the final driveor other transmission gearing has a sump scavenging line 194 connectedto the valve bore 191 between the lands c and d but adjacent land d ofvalve 191i. The push start and scavenging pump 195 has an intake line196 connected to the valve between the lands c and d adjacent land c.The outlet 197 is connected to the valve between the lands a and dadjacent land b. The main feed line 19S is connected to the valve bore191 between the lands a and b opposite the pump outlet line 197. Theline 193 is connected to the main line through a check valve 199. Thetransmission sump inlet line 201 is connected to the valve bore 191between the lands a and b adjacent the land a. A transfer line 202connects the space between the lands a and b opposite line 201 to thespace between the lands b and c.

Modification FIG URE 2 A modified transmission of this type isillustrated in FIG. 2. The transmission housing 231 has a rear portion232 for the transmission gearing and a forward portion 233 for thetorque converter divided by partition 234. The engine or converter inputshaft 235 is rotatably mounted by a sliding bearing 236 in housing 233and drives the converter housing 236. The impeller blades 237 are fixedto the rear portion of the converter housing 236. The converter housing236 also has a radially inwardly extending portion 233 which isrotatably mounted by suitable thrust bearing 239 on a fixed or groundsleeve portion 249 of the transmission housing 231. A gear 243 onportion 238 may be employed to drive the transmission pump and suitableaccessories or power take-off devices mounted on the transmissionhousing 233. The converter turbine blades 245 are mounted on asupporting disk 246 which is secured to the converter output shaft 247.The converter output shaft has a forward pilot bearing 248 which titsinto a bore 249 at the rear end of the engine shaft 235. A first stator250 is connected by a one-way brake 251 to the ground sleeve 240 and asecond stator 252 is also connected by a one-way brake 253 to the groundsleeve 248.

The converter output shaft 247 is rotatably mounted and axially locatedby the thrust bearing 256 located in the partition 234 between theconverter housing 233 and the gearing housing 232. Adjacent bearing 256,a sun gear 257 secured to the shaft 247 provides the input drive for thetransmission gearing. The transmission casing 232 has a centralpartition 260 which divides the housings forward and reverse gearingportion from the three ratio gearing portion and provides a mounting forthrust bearing 261 which supports the forward and reverse gear outputsleeve shaft 262. A pilot thrust bearing 267 located between theinternal bore of intermediate shaft 262 and a pilot extension onconverter output shaft 247 supports the forward end of the intermediateshaft. The forward carrier 263 mounted on the sleeve shaft 262 carriesthe planetary pinions 265 which mesh with the sun gear 257 and the ringgear 266. The ring gear 266 is connected to ground to effect a forwarddrive by the multiple plate brake 268 which has alternate platesconnected to the ring gear 266 and intermediate plates connected to thehousing 232. The plates are engaged at one end by a xed abutment 269 andat the other end by an annular surface on the piston of servo motor 271which is sup plied with fluid under pressure by the line 272. The brakecooling uid is supplied through the line 273.

The reverse drive carrier 276 is also mounted on the forward and reverseoutput sleeve shaft 262 and carries a plurality of planetary pinions 277which mesh with sun gear 278 which is connected by an annular disk 231with the forward ring gear 266 and with the reverse ring gear 282. Thereverse ring gear 282 is braked by a multiple plate brake 283 havingalternate plates attached to the ring gear 282 and intermediate platesattached to the housing 232. One end of the multiple plate brake 283engages the fixed abutment 269 on the housing and the other end isactuated by the annular face of the piston of servo motor 234 which issupplied by fluid under pressure by the line 235. The cooling fluid ofthe multiple plate brake 283 is supplied by the line 286. The coolingiuid lines 273 and 286 may terminate in an annular port to distributethe fluid circumferentially. Referring to FIG. 2 it will be seen thatthe partitions 234 and 260 have portions adjacent the outlets of thecooling uid passages 273 and 286 respectively to axially locate the ringgears. The forward servo 271 and the reverse servo 284 are returned todisengage the brakes by ian annular series of coil release springs 287.

The forward and reverse output shaft 262 extends into the three ratiounit and drives the carried 289 which has planetary pinions 291 meshingwith a sun gear 292 on the output shaft 293 and a ring gear 294 on thecarrier assembly 295. The output side of the carrier 289 is sup portedby a thrust bearing 298 on the output shaft 293. The carrier assembly295 and the ring gear 294 may be stopped by the multiple plate brake 301having plates splined to the gear 294 and the housing 232. The platesare positioned between abutment portion 362 of the housing and a pistonof the annular face of the piston of servo motor 303 which is suppliedby fluid by the line 304. The assembly 295 also has a carrier portion366 having a plurality of planetary pinions 367 mounted thereon. Thepinions 307 mesh with sun gear 311 mounted on the output shaft 293 andring gear 312 which is connected to the housing by multiple plate brake313. Alternate plates of the brake are connected to the ring gear 312and the housing 232 and the stack of plates are located between thefixed abutment portion 302 of the housing and the annular face of thepiston of servo motor 314 which is supplied with fluid through line 315.The servo motors 363 and 314 are disengaged by the retraction springs316 located in an annular series between the servo motors.

The ring gear 312 is connected by an extension sleeve 321 to the lowclutch 322 which is connected to an annular clutch support member 323which provides an annular cylinder 325 for the low clutch actuatingpiston 326. An annular plate-type release spring 327 is secured at itsinner diameter to the shaft 233 by a snap ring and abuts at its outerdiameter an extension portion of the piston 326.

The lubricating oil supplied through a passage 331 extending through thehousing partition 234 is connected by a suitable transfer groove to thepassage 332 extending through shaft 247 to the rear end. The oil thenflows through passages 234 in the sleeve shaft 262 and the sun gear 273to lubricate the reverse gearing.

The rotating torque converter housing 236 is rotatably mounted andaxially fixed by thrust bearing 239 to ground sleeve 240 and rotatablyand axially slidably mounted at the front end by bearing 236 in thehousing 233. Shaft 247 is rotatably mounted and axially fixed by thrustbearing 248 in bore 249. The bearing 256 rotatably supports the rear endof shaft 247. Intermediate shaft 262 is rotatably mounted and axiallyfixed by thrust bearing 261 to the housing 232 and rotatably mounted foraxial movement by pilot bearing 267 on shaft 247. Ring gears 266 and 282are centered on the pinions and axially located by the adjacentprojections on housing walls 234 and 260. Sun gear 278 is axiallylocated between carriers 263 and 276. Output shaft 293 is rotatablymounted and axially iixed by thrust bearing 298 to housing 232 androtatably mounted by bearing 298 on carrier portion 289 of intermediateshaft 262. As in FIG. 1, ring gears 294 and 312 are centered on thepinions. Gear 294 is axially located by a projection on partition 266and abutment 382 and gear 312 is axially located by abutment 362 and aflange of carrier 306.

The torque converter output shaft 247 has at its rear end an internallysplined bore 337 into which may be inserted the splined end of thetorque converter power take-off shaft 338 partially shown in dot anddash lines. This shaft 338 may be easily replaced in the field by theforward and reverse gear power take-olf shaft 341 which is suitablysplined at the end to engage the internal spline 342 in the centralportion of the forward and reverse gear output sleeve shaft 262. Both ofthe shafts 338 and 341 extend out beyond the final drive shaft 293 wherethey are mounted in a bearing and drive a power take-olf device. Thustwo power take-off drives are provided; shaft 338 is driven directly bythe torque converter and shaft 341 by the torque converter and theforward and reverse reduction gearing to provide direction of rotationdesired.

The power take-off mechanism which provides two power take-off shafts341 and 338 which may be alternatively attached to the transmissiondrive as explained above, may be modified as illustrated in FIG. 3 toprovide power take-off shafts 338' and 341 which may be permanentlyassembled in the transmission. Since the transmission illustrated inFIG. 3 is substantially the same as the transmission illustrated in FIG.2, only the elements substantially directly associated with the powertakeoff shafts are illustrated. The torque converter output shaft 247 isrotatably mounted in the transmission housing partition 234 and carriesthe sun gear 257 which meshes with the planetary pinions 265 of theforward planetary gear sets as in the transmission illustrated in FIG.2. The converter output shaft 247 has a splined connection 337 with thecentral power take-off shaft 338. The intermediate output shaft 262 hasattached thereto the driven carrier 276 of the reverse planetary gearset and is rotatably mounted in a bearing 261 in the central partition260 of the transmission housing. The output shaft 262 drives the inputcarrier 289' of the three speed transmission which functions in the samemanner as explained above in connection with FIG. 2. The transmissiondrive is similarly transmitted to the final output shaft 293. A powertake-off sleeve shaft 341 is located between the central power take-offshaft 338 and the ltransmission output shaft 293', and is connected bythe spline connection 342 to the intermediate output sleeve shaft 262.The transmission output shaft 293 will extend beyond the rear wall ofthe transmission housing and drive a transmission output gear. Theintermediate power take-.off shaft 341 extends beyond the shaft 293' anddrives a power take-olf gear or other suitable power takeoff mechanism.The central shaft 338 extends beyond the intermediate power take-offshaft 341 and drives a suitable power take-off drive gear or other powertake-off mechanism. These power take-off shafts may be used at the sametime or independently.

Modijcrztz'on FIG. 4

The six ratio transmission illustrated in FIG. 4 is mounted in a housing359 which has the torque converter portion 352 having a forward wall 351separated by a partition 353 from the forward and reverse gear portion354. The forward and reverse gear portion 354 is separated by apartition 355 `from the three-ratio portion 356 having a rear wall 357.The two-ratio gear housing 358, which has the forward wall 359 and arear wall 360, is secured to the partition 357. The engine or converterinput shaft 361 is rotatably mounted in bearing 362 in the forward wall351 of the transmission housing 358 and is suitably connected by aflexible disk 363 to the converter housing 364 which carries theirnpeller blades 365. The free end 366 of the converter housing 364 ismounted by suitable thrust bearing 367 on the ground sleeve 368 which ispart of the housing partition 353. The gear 371 may also be affixed tothe end 366 of converter housing 364 to provide a drive for thetransmission pumps, accessories or power take-off devices. The turbineblades 376 are suitably mounted on a support 377 which is secured to theconverter output shaft 378. The first stator 381 and the second stator382 are suitably mounted by means of one-way brakes 383 on the groundsleeve 368. The outer races 384 of the one-way brakes 383 fit into aninternal bore in the stators and are non-rotatably secured by rivets 385which fit in a hole drilled half in the stator and half in the outerrace 384 and axially secured by the annular rings 386 located on bothsides of each stator and secured in place by the rivets 385.

The torque converter output shaft 378 is suitably mounted in the thrustbearing 379 on the converter housing and bearing 387 in the partition353 and drives the sun gear 388 of the forward planetary gear set. Theforward planetary gear set consists of a plurality of pinions 389meshing with the sun gear 388 and a ring gear 391.. The ring gear 391 isbraked by a multiple plate brake 396 which is actuated by a servo motor397 supplied with fiuid through the line 398. The planetary pinions 389are mounted on a carrier 399 which is fixed to the forward and reverseoutput sleeve shaft 491 mounted in thrust bearing 402 located inpartition 355.

The reverse drive carrier 407 is also fixed in the output shaft 401.Planetary pinions 408 mounted on the reverse carrier 487 mesh with thesun gear 409 which is connected by disk 411 with the ring gear 391 andalso mesh with the ring gear 412. The reverse ring gear 412 is suitablyconnected to ground by a multiple plate brake 416 which is actuated bythe servo motor 417 which is supplied with fluid through the line 418.An annular series of common release springs 419 constantly urges boththe forward and reverse servo motor pistons toward their releasepositions.

The forward and reverse output shaft 401 drives the carrier 426 which isthe input member of a three-speed gear unit. Planetary pinions 427 aremounted on the carrier 426 and mesh with sun gear 428 on theintermediate output shaft 429 and with ring gear 431 on the rotorassembly 432. The rotor assembly and ring gear 431 may be stopped by themultiple plate brake 438 which is actuated by the servo motor 439 whichis supplied with fluid by line 440. The rotor assembly 432 also has acarrier 441 for the planetary pinions442 which mesh with another sungear 443 on the intermediate output shaft 429 and also mesh with ringgear 444. The ring gear 444 may be stopped by a multiple plate brakewhich is actuated by servo motor 452 which is supplied with fluid fromthe line 453. The springs 454 release both brakes 438 and 451.

Low drive is effective through clutch 456 which connects the ring gear444 with the low drive support 457 which is secured to the intermediateoutput shaft 429. The servo motor 458 rotating with output shaft 429 islocated in the low drive support 457 and actuates clutch 456. TheBelleville reaction spring 459 urges the piston of servo motor 458toward the clutch disengaged position and fluid from line 469 engagesthe clutch. The intermediate output shaft 429 has a sun gear 466 locatedin the two-ratio unit housing 358. Sun gear 466 meshes with pinions 467mounted on a carrier 468 connected in driving relation to the finaloutput shaft 469. The intermediate output shaft 429 has a pilot bearingextension 471 extending into the bore in the end of final output shaft469. The planetary pinions 467 also mesh with ring gear 474 which may beconnected to ground by the brake 476, which is actuated by servo motor477. The servo motor 477 is actuated to engage the brake by fluid fromsupply line 478. The brake is disengaged by release of the uid and theaction of springs 479. The direct drive connection is supplied by thedriving disk 481 which is fixed to the intermediate shaft 429 and may beconnected by the clutch 482 to the ring gear 474. The clutch is locatedbetween the fixed abutment portion of the support 481 and a piston of aservo motor 483. The piston engages the clutch plates to apply fordirect drive when fluid is supplied under pressure by line 484. A pairof reversely positioned annular springs 485 return the piston of servomotor 483 to the clutch disengaged position. It will be noted that thesprings 485 consist of an annular spring engaging the servo motor pistonand a second annular spring having a smaller differential diameter conedin the revefse direction engaging the first annular spring and anchoredat its inner diameter to the intermediate drive shaft 429` by a splitring.

The converter 352, the forward and reverse gearing unit 354, and thethree speed gear unit 356 of the six speed transmission shown in FIG. 4,are similar and have the same type of bearing mounting as the threespeed transmission 231 described above. The added two speed unit 358 hasa final drive shaft 469 rotatably mounted and axially fixed by thrustbearing 471) and rotatably supported by pilot bearing 471. Ring gear 474is axially located between flanges of carrier 468.

The control mechanism for the six-ratio transmission 351 illustrated inFIG. 4 is similar to the control illustrated in FIG. l with theexception that the six position valve 551 illustrated in FIG. 7 issubstituted for the three position shift valve 177. The rotary valve 551has a fixed plate 552 and a rotary valve member 553. The rotary Valvemember 553 has a fiat lapped surface engaging the plate 552 to provide aseal around the ports in the valve member and plate. Suitable ports inthe engaging faces of these members provide the proper Controlconnections as will be explained below in connection with FIG. 8. Therotary Valve member 553 is integrally connected to a shaft 554 which issuitably secured by a key 556 to the operating lever 557. The rotaryvalve member is held in position in contact with the fixed plate member552 by means of a housing 558 having an annular cavity 559 providing aspace for the valve member 553. The housing 558 also has a centralopening 561 for the adjustable seat 562 which supports the thrustbearing 563 that rotatably holds the valve member 553 in firm contactwith the fixed plate 552. Adjustable member 562 also carries a seal 564to prevent leakage from the valve cavity 559. A seal 566 may also beprovided between the adjustable member 562 and the housing 558 to sealthe threaded connection between these members. A pointer 567 may also beattached to the control shaft 554 to indicate the ratio setting of thevalve.

The neutral stop pin 571 and the sixth ratio stop pin 572 are fixed inthe plate 552 and project into a recess 573 extending about a portion ofthe periphery of the movable valve member 553. Immediately above therecess 573, the member 553 has a series of indentations 574 shown in dotand dash lines at the right in FIG. 8 and labeled N and 1 through 6inclusive. When the ball detent 575 is resiliently urged into engagementwith the recess N by a spring 576, the transmission is in neutral, andwhen the ball is in the other recesses l through 6 inclusive, thetransmission is in the corresponding transmission speed ratios. Thefluid supply from the main pumps which is controlled by the pressureregulator valve is supplied to three ports 581, 582, 583. These portsare located symmetrically and equally spaced about the perimeter of thevalve plate 552 and two of these ports 581 and 582 are located atopposite ends of the recess 573 when the valve is in the neutralposition. A port 586 located radially inwardly of the inlet port 581 isconnected to the low clutch C3 such as clutch 456 in FIG. 4. The port587 located radially outside of the inlet port 581 is connected to theintermediate brake B5 such as brake 451 in FIG. 4. The port 588 islocated radially inwardly of the inlet port 582 and is connected to thehigh brake B4 such as brake 438 in FIG. 4. The port 591 located radiallyoutwardly of the inlet port 583 is connected to under-drive brake B6such as brake 476 in FIG. 4 while the port 592 located radially inwardlyof the inlet port 583 is connected to the direct drive clutch C7 such asclutch 482 in FIG. 4. A plurality of relief channels 593 are located oneach side of the ports in each of the three groups. Each of these reliefor drain channels is connected to the central chamber 594 which drainsthrough one of the channels 593 to the outlet 595. The valve may berotated to the positions indicated to connect iiuid under pressure tothe clutches or brakes marked X in the table below.

With the rotary valve member 553 in the neutral position illustrated inFIG. 8 it will be seen that the inlet ports 581 and 582 and 583 areclosed and that each of the clutch or brake ports is connected toexhaust. Port 586 is exhausted via recess 598, port 587 via recess 573,port 588 via recess 599, port 591 via recess 601, and port 592 viarecess 602. When the valve is shifted to the first speed ratio positionso that the detent of the ball 575 ts the No. 1 recess and is in thefirst speed ratio position, the inlet port 581 is connected by transferport 684 to port 587 to supply brake B5 and inlet port 583 is connectedby transfer port 606 to port 592 to supply clutch C7 while inlet port582 is closed. The ports 586, 588, 591 are respectively vented byrecesses 598 and 599 and 601. In the second speed ratio position, inletport 582 is connected by the transfer port 607 to port 588 to supplybrake B4 and inlet port 583 is connected by transfer port 688 to supplyport 592 and clutch C7 while inlet port 581 is blocked. In the secondspeed ratio position, the ports 586, 587 and 591 are vented respectivelyby recesses 598, 669 and 681. The third speed ratio position, the inletport 581 is connected by transfer port 611 to the port 587 for brake BSand inlet port 583 is connected by transfer port 612 to port 591 forbrake B6 while inlet port 582 is closed. Ports 586, 588 and 592 arerespectively vented by recess 598, 613 and 614. When the Valve is in thefourth speed ratio position the inlet port 581 is connected by transferport 616 to port 586 for clutch C3 and the inlet port 583 is connectedby transfer port 617 to port 592 for clutch C7 while inlet port 582 isclosed. The ports 587, 588 and 591 are in fifth ratio respectivelyexhausted by recess 618, 613 and 619. When the valve is in the fifthspeed ratio position, inlet port 582 is connected by the transfer port624 to the port 588 for brake B4 and the inlet port 583 is connected bythe transfer port 626 to the port 591 for brake B6 while inlet port 581is closed. The other ports 586, 587 and 592 are respectively vented byrecesses 627, 618 and 599. In the sixth speed ratio position inlet port581 is connected by the transfer port 631 to the port 586 for clutch C3and the inlet port 583 is connected by transfer port 632 to the port 591for the brake B6 while inlet port 582 is closed. Ports 587, 588 and 592are exhausted respectively via recesses 618, 598 and 599,

Operation The engine (not shown) drives the converter input shaft 11 andthe rotatable housing 18 of the torque converter 12 illustrated inFIG. 1. The torque converter pump vanes 19 rotate with the housing 18and transmit energy to the fluid to hydrodynamically drive the turbinevanes 20 which are connected by a turbine runner to the converter outputshaft 21. A sum gear 36 mounted on the converter output shaft 21 is thedriving member of the forward and reverse compound planetary gear set inhousing 13. The forward reduction drive is effected by engaging theforward brake 55 to stop the reaction ring gear 46. The sum gear 36 thendrives the planetary pinions 38 which react against the ring gear 46 sothat the pinions and the carrier 39 on which they are mounted drive theintermediate transmission shaft 41 providing the forward reductiondrive. The reverse drive is provided by engaging the brake 58 whichstops the reaction ring gear 48. Since the ring gear 48 meshes withplanetary pinions 47 which in turn mesh with the planetary pinions 38which in turn mesh with sun gear 36, the drive from the sun gear 36forces the dual planetary pinion assembly 38, 47 and its carrier 39 torotate the intermediate transmission shaft 41 in the reverse directionand at a reduced speed.

The intermediate transmission shaft 41 provides the input for the threeratio compound planetary gear in housing 14 and drives an input carrier78 mounted on the planetary pinions 79 of the high planetary gear set.The high planetary gear set has a driven sun gear 8) on the output shaft15 and a reaction ring gear 81 which may be stopped by the high brake91. When the high brake 91 holds the ring gear 81, the intermediatetransmission shaft 41 drives, through the carrier and pinions of thehigh planetary gear set, the output shaft 15 in overdrive.

In the intermediate ratio, a compound planetary gear set consisting ofthe above described high ratio planetary gear set and a second planetarygear set consisting of pinions 83 mounted on a carrier element 98connected to the ring gear 81, a sun gear 84 constituting a drivenmember fixed on the output shaft 15, and a ring gear 85 constituting thereaction member. When the intermediate brake 99 is engaged to stop theintermediate reaction ring gear 85, the drive from the intermediatetransmission shaft 41, drives the planetary pinions 79 of the highpianetary gear set. This drive rotates the ring gear 81 and theplanetary pinions 83 at a reduced speed compared to the speed of theinput carrier 78 and thus the final output shaft 15 is rotated by thesun gear 84 at an intermediate overdrive speed.

To provide low speed ratio, the clutch 104 is engaged which through theclutch support 106 connects the ring gear 85 to the output shaft 15.Since the ring gear 85 and the driven sun gear 84 are both fixed to theoutput shaft 15, the carrier 82 is fixed. The carrier 82 in turn "13fixes the ring gear 81 to the output shaft 15. Thus the compoundplanetary gear set is locked up and provides a direct drive connectionbetween the intermediate transmission shaft 41 and the final drive shaft15.

This combination of gearing including a reduction forward and reversegear and the three speed ratio gear having one-to-one direct drive andtwo overdrive ratios provide the most economical use of gearing. In thelow ratio where the gearing must have the maximum torque capacity, thethree ratio compound planetary gear unit is in one-to-one ratio orlocked up so that all the elements transmit torque. In the intermediateratio where the torque load on the gearing is less than in low ratio butgreater than in high ratio, the torque load is transmitted by bothplanetary gear sets including the pinions 79; and 83. Then in highratio, the lightest torque loads are transmitted through the singleplanetary gear set having the pinions 79. The low torque requirements ofthe high ratio are transmitted by the high planetary gear set havingpinions 79. The medium torque requirements of the intermediate ratio aretransmitted by the high and intermediate gear sets by pinions 79 andpinions 83 so that intermediate pinions S3 need only transmit theadditional torque required in intermediate ratio. The maximum torquerequirements of low ratio are transmitted by the low and intermediategear sets and the high clutch 194, which in locked up or direct drivecondition can transmit more torque. It will also be noted that theforward, reverse, and intermediate brakes, as well as the high clutchhave substantially the same capacity requirements and thus may be madethe same size. Only for the reverse brake is an additional plate used.Thus the clutch and brakes plates and servos may be the same size.

The hydraulic control system for actuating the transmission is suppliedwith fluid from the transmission sump 127. The pump 13) evacuates theoil from the sump through the strainer 12S and delivers it through thefilter 133 which is provided with suitable bypass 135 to the main line134. Main line 134 is connected to the port 13S at one end of the mainline pressure regulator valve bore 140 to act on the end of `valvemember 139 and urge it to compress the spring 141 located in the otherend of bore 141i). The first increment of movement will connect the mainline 134 through the port 135 to the converter feed line port 1412.Further movement will align port 144 in the side wall valve 139 topermit fluid to flow from the pump outlet through line 132 through port144 and the bore in valve member 139 to the exhaust port 145 to relievethe pressure in the main line 134. The converter feed line 143 deliversoil at a reduced pressure to the converter between the pump 19 and thestator 2.3. The fluid leaves the'converter between turbine Ztl and thestator 22 via line 147 which is connected through the cooler 148 to thelubrication system line 115. The lubrication system is provided withsuitable relief valve 1495 to maintain a proper pressure level in thelubrication system.

The forward and reverse control valve 154 controls the supply of fluidto the forward servo motor 56 and the reverse servo motor 59 to actuatethe forward and reverse planetary gear set. The main line 134 suppliesfluid to the valve ports 165 and 171 which are coveredby valve lands dand e respectively when the Valve is in the neutral position illustratedin FIG. 1. When the valve is moved toward the forward position, theinlet port 165 is uncovered permitting the fluid under pressure to flowthrough port 164 and lines 65 to the forward servo 56 and through por-t158 to the forward brake lubricating and cooling passage 69. During theinitial movement of the valve, the inlet port 165 is opened wide andsince the port 158 and line 6.9 for the clutch cooling oil is larger, alarge volume of cooling oil is transmitted to the brake. Due to thelarge flow of cooling oil, the pressure in the servo supply line 65 doesnot build up rapidly. As the valve 156 is moved further toward theforward position, the land a gradually closes the elongated slot-shapedport 158 and gradually decreasesY the flow to the cooling line 69 andthus diverts the flow to the servo line 65 and gradually builds up thepressure in the servo 56. While the valve 156 is being moved from theneutral to the forward position, the fluid in large diameter bore 157and bore 163 between lands b and a acts upon the larger area of the landa to urge the valve toward the neutral position. Thus the fluid forceacting through line 65 upon the forward servo motor 56 also acts uponthe valve and may be felt by the operator at the handle 172. Thus theoperator may feel when he moves the handle 172 a force proportional tothe force acting on servo motor 56 to engage the forward brake 55. Whenthe land a fully closes port 158 the cooling oil flow is completelystopped and the full line pressure is applied via line 65 to the forwardservo 56. Substantially at the same time that the cooling port 158 isclosed, the land b enters the bore 163 to stop flow from the inlet port165 and bore 163 to the large diameter bore 157 where it would act uponthe land a. Since the pressure in line 65 now acts upon balanced lands dand b, the valve is at rest or balanced in the forward position withoutany force tending to return it to the neutral position.

Movement of the valve 156 from the neutral position to the reverseposition'permits flow of the fluid from the main line 134 and port 171through port 170 to the reverse servo line 66 and through the port 159to the reverse brake cooling line 72. Continued movement reduces thecooling oil flow and increases the pressure in the brake servo 59. Thefinal movement closes the cooling oil passage and simultaneously, orshortly before or after, closes bore 169 when land c enters bore 169 toblock the flow of oil from the inlet port 171 to the land a which hadtended to return the valve to the neutral position. During movement fromthe neutral position to the reverse position, the fluid pressure in line66 acting on the reverse servo 59 also acts upon the unbalanced area ofland a and tends to return the valve to the neutral position. Thus theoperator feels when grasping handle 172 a force proportional to thebrake engaging force of reverse servo 59.

There is a clearance of approximately .005 inch between the land a andthe bore 157 so that after the valve has reached the forwardposition orthe reverse position, and either the lands b or c block the flow of oilto act on the unbalanced area of the land a, that the oil which is thenentrapped against the face of land a and the end portion of the bore 157will be vented through the .005 inch clearance past the land a andthrough the other cooling line to the sump. This permits the valve 156to be fully at rest or balanced in the forward or reverse position. In aforward shift for example, when the land b has closed bore 163 and theland a has closed port 158 there is a body of fluid trapped between theend of bore 157 and land cz provides a dashpot action and slows furthermovement of the valve but permits slow movement as the fluid escapesthrough the .005 inch Vclearance between land a and bore 1157. A similardashpot action occurs during a reverse shift.

The modified forward and reverse valve illustrated in FIGS. 5 and 6,functions in a manner similar to that described above in connection withvalve 154 illustrated in FIG. l but has a detent and directlyproportional feel. Thus when this valve is moved from neutral toward theforward position, the detent ball -533 resists the initial movement,then the main line port 521 is opened to the small bore 514 and thelarge bore 515 where the main line pressure flows through the port 526toV the forward brake servo and through the port 527 to the forwardbrake cooling line. During this phase of the'operation, the fluid andpressure in the forward servo motor also acts in the space between theland c and piston 531. Since the piston 531 is larger, there is anunbalanced force tending to return the valve toward the neutralposition.

As the large land 531 moves toward `the forward position, it graduallycloses port 527. The port 527, illustrated in FIG. 6, has a triangularshape with round apexes. Piston 531 irst covers the wide base portionand thus during the initial increment of movement closes a large portionof the area of passage 527. Further increments of movement close lesserportions of the area of the port 527 until the port is completelyclosed. Before the port is completely closed, land b enters bore 514 andblocks the flow from the inlet port 521 to the large bore 515. Duringthe short interval that port 527 is opened, after land b enters bore514, the fluid acting on the unbalanced area of land 531 is relievedthrough port 527. Thereafter when the land b is in bore 514 and port 527is closed, a clearance of .005 inch between the piston 531 and the bore515 permits the fluid trapped between the land b and the piston 531 andthe bore 515 to escape. Thus the main line pressure 521 is blocked fromentering bore 515 and acting on piston 531 and the uid that was actingon piston 531 is relieved through the clearance. The force tending toreturn the valve to the neutral position is relieved and the valve willcome to rest with the detent ball 533 resting in the right hand groove537 to hold the valve in the forward position against shock oraccidental displacement.

During disengagement of the forward brake, the valve 512 is moved fromthe detent forward position toward neutral. After the detent ball 533 isdislodged from the groove, the piston or land 531 uncovers port 527 andthen land b moves out of bore 514 to permit main line pressure from port521 and the forward brake servo pressure from port 526 to be connectedvia bores 514 and 515 to port 527 to cool the brake and act on theunbalanced area of piston 531. The diversion of main line pressure tothe cooling line, reduces the pressure in bores 513 and 515, and thusthe unbalanced pressure force on piston 531 and the pressure forceacting on forward servo motor at the same time. Thus as the valve movestoward neutral the pressure on the servo motor gradually decreases andwhen the valve reaches the neutral detent position, the main line port521 is closed.

The reverse shift is made inthe same manner, the valve on leaving theneutral detent position opens main line port 519 to the space betweenland a and piston 531 to supply port 522 for the reverse servo and port523 for reverse servo cooling. As best shown in FIG. 6, the piston 531enclosing port 523 first closes or covers a large area at the base ofthe triangular port. Thereafter the same linear increment of movement ofthe valve closes a reduced area. This construction provides a straightline pressure increase in the servo motor proportional to the linearmovement of the valve. Then land b blocks bore 513 to eliminate theunbalanced force and when port 523 is closed there is a hydraulic stopor dashpot effect due to uid trapped in bore 515 which is quicklyrelieved by the clearance around the piston 531 as the valve rests inreverse detent position and is hydraulically balanced.

The three speed planetary unit of FIG. 1 is controlled by the selectorvalve 176 which directs the uid from the main line via port 181 toeither the high brake servo line 93, the intermediate brake servo line101 or the low clutch servo line 111 to effect high, intermediate andlow ranges respectively.

The push start and scavenge pump control valve 190 is illustrated inFIG. l in the scavenging position (S) where pump 195 draws oil from thegear sump 193 through line 194 and between lands c and d of valve 190and through line 196 to the pump 195. Fluid is then'discharged via line197 and between the lands a and b of valve 190 to the line 201 whichdelivers the oil to the main transmission sump 127. Though the line 198is opened through the check valve 199 to the main pressure line 134, thefluid does not flow through this line since the high pressure in themain line 134 holds check valve 199 closed against the low pressure inlines 291 and 198. This pressure in lines 198 and 201 is low because thefluid flows freely into the transmission sump 127. If a push start isdesired, the valve is moved by the control 192 to the push startposition (PS) then the transmission sump 127 is connected via the line201 across the valve 190 between the lands a and b to line 202 and thenbetween lands c and d to the line 196 to the pump inlet 195. Then thepump 195 delivers the oil through outlet 197 and between the lands b andc to the line 198 which delivers the oil through the one-way check valve199 to the main line 134. Thus when the vehicle is pushed and the valve190 is in the push start position, the pump driven by the rear wheels ofthe vehicle will supply oil from the transmission sump directly to themain line through check valve 199.

In the modified form of the transmission illustrated in FIG. 2, theconverter input shaft 235 again drives the rotary converter housing 236and the converter pump 237. The power is transmitted hydraulically tothe turbine 245 of the converter which is mounted on the converteroutput shaft 247. The sun gear 257 of the forward and reverse planetarygear set is mounted on the converter output shaft 247. The drivenintermediate shaft 262 carries the driven carrier and planetary pinions265 which mesh with the driving sun gear and the reaction ring gear 266.When the forward brake 268 is actuated to stop the reaction ring gear266, the converter output shaft 247 drives the intermediate shaft 262 ata reduced forward speed.

For reverse drive, a compound planetary gear arrangement is employedhaving the same input sun gear 257 and output planetary pinions 265mounted on carrier 263 fixed to the intermediate output shaft 262 andplanetary pinions 277 mounted on carrier 276 fixed to the intermediateoutput shaft 262. In reverse the ring gear 266 of the forward planetarygear set is free and is connected to drive the sun gear 278 to thereverse planetary gear set. Thus when the ring gear 282 is held by brake283 to drive the shaft 247, the converter output torque is transmittedby shaft 247 and sun gear 257 to the compound planetary gear unit toreversely rotate intermediate shaft 262 at a reduced speed.

The intermediate shaft 262 drives the carrier 289 of the three speedratio planetary gear set which is of the type shown in FIG. 1. When thebrake 301 is engaged to lock the ring gear 294 which provides thereaction member of high speed planetary gear set, the output sun gear292 and output shaft 293 are driven in high overdrive ratio to providehigh speed. Intermediate speed is provided by engaging brake 313 to holdreaction ring gear 312 of this cornpound planetary gear. Since thecarrier 306 and the planetary pinions 397 are driven at a reduced speedby the high ratio planetary gear set and the intermediate shaft, thepinions react against fixed ring gear 312 and drive the sun gear 311mounted on the output shaft 293 at intermediate speed. The low ratio isprovided by clutch 322 which locks the reaction ring gear 312 to rotatewith the shaft 293 and thus locks the compound planetary gear set toprovide a direct drive between the intermediate shaft 262 and the finaldrive shaft 293.

In this transmission, the final drive shaft 293 and the intermediatedrive shaft 262 are sleeve shafts. The intermediate drive shaft 262 hassplines 342 provided in its internal bore to drive a splined powertakeoff shaft 341 from the engine through the torque converter and theforward and reverse reduction drive. Another power takeoff shaft mayalso be inserted and connected by suitable splines 337 to the converteroutput shaft 247 to provide a drive through the torque converter. FIG. 3shows a modification where the power take-off shaft 341 is also a sleeveshaft so that the two power take-olf shafts and the one 341 connected tothe forward and reverse intermediate sleeve shaft 362' and the other 338connected to the converter output shaft 247 may be simultaneouslymounted in the transmission.

The controls for the transmission 231 may be the same as shown in FIG.1.

In another modified transmission illustrated in FIG. 4,

. 17 the engine drive is connected to the torque converter input shaft361 which drives through a flex plate 363 the pump vanes 365 on therotary torque converter housing 364. The turbine 376 is hydrokineticallydriven and drives the torque converter output shaft 378. The torqueconverter output shaft 378 drives the input sun gear 388 of the compoundforward and reverse planetary gear set which operates similar to theforward and reverse planetary gear set illustrated in FIG. 2. When theservo motor 397 engages the brake 396, the reaction gear 391 is stoppedto provide a reduction forward drive from the input sun gear 388 throughthe planetary pinions 389 and carrier 399 to the intermediate outputshaft 401. Reverse drive is effected by engaging brake 416 by means ofservo motor 417 which stops the reverse reaction ring gear 412. Then thereverse drive provided by sun gear 409, which is driven by the ring gearof the forward planetary gear set, reversely drives the planetarypinions 408 to reversely rotate the carrier 407 on the intermediateoutput shaft 401.

The intermediate output shaft 401 drives the carrier for the planetarypinions 427 of the high ratio planetary gear set of the three speedplanetary transmission. The engagement of brake 438 stops reaction ringgear 431 so that the drive is transmitted from the carrier 426 throughthe pinions 427 to the driven sun gear 428 on the output shaft 429. Inintermediate gear the high planetary gear set drives the ring gear 431and the carrier 441, at reduced speed. Thus when the intermediate brake451 is engaged to stop the intermediate reaction ring gear 444, theintermediate shaft 401 drives the final output shaft 429 at intermediatespeed. Engagement of the low clutch 456 causes the ring gear 444 torotate at the same speed as the final drive shaft 429 and locks thecompound planetary gear set to provide a direct drive between theintermediate transmission 401 and the final drive shaft 429. Thistransmission has an additional two ratio unit so that a direct drive andan underdrive may be provided in each of the three ratios to provide asix ratio transmission. `The output shaft 429 drives the sun gear 466and when the brake 476 is engaged to hold the ring gear 474, this sungear drives the planetary carrier 468 and final drive shaft 469 at areduced speed. When the clutch 482 is engaged, the ring gear 474 and sungear 466 rotate in unison to provide a ne-to-one direct drive fromoutput shaft 429 to the final drive shaft 469.

The controls for the transmission illustrated in FIG. 4 are similar tothe controls shown in FIG. 1. A forward and reverse valve, similar tovalve 154 or valve 512 may be used to control the forward and reverseservo motors 397 and 417. The rotary six speed ratio control valveillustrated in FIGS. 7 and 8 is used in connection with the transmissionillustrated in FIG. 4 and is substituted for the three speedreciprocating control Valve 176 illustrated in FIG. l. The transmissioncontrol valve 553 is rotated consecutively through the six speed ratiopositions by means of a control arm 557 and connects the ports asexplained above to actuate the clutches and brakes as indicated in theabove table to effect six speeds in either forward or reverse dependingon the position of the forward and reverse valve.

We claim:

1. In a power transmission, the combination of a driving element, anintermediate element and a driven element, a multiple ratio planetarygear drive including forward and reverse reduction gear drive meansproviding a forward reduction drive and a reverse reduction driveselectively operably connecting said driving element to saidintermediate element, and a plural ratio planetary unit having directdrive and two overdrive ratios selectively operably connecting saidintermediate element to said driven element.

2. In a power transmission, the combination of a driving element, anintermediate element and a driven element, a multiple ratio planetarygear drive including 18 forward and reverse reduction gear drive meansproviding a forward reduction drive and a reverse reduction driveselectively operably connecting said driving element to saidintermediate element, and a plural ratio planetary gear unit havingmeans to lock the planetary gearing for a one-to-one direct drive forlow ratio and means to provide a compound planetary gear drive forintermediate ratio, and means to provide a single planetary gear drivefor high ratio selectively operably connecting said intermediate elementto said driven element.

3. In a power transmission, the combination of a driving element, anintermediate element, and a driven element, a multiple ratio planetarygear drive connecting said driving and driven elements and including,forward and reverse reduction drive gear means providing a forwardreduction drive and a reverse reduction drive selectively operablyconnecting said driving element to said intermediate element, a firstcarrier having a plurality of planetary pinions mounted thereon drivenby said intermediate element, a irst sun gear meshing with said pinionsand mounted on said driven element, a first ring gear meshing with saidplanetary pinions, means to hold said rst ring stationary to providehigh ratio, a second carrier having planetary pinions mounted thereonconnected to rotate with said rst ring gear, said second set ofplanetary pinions meshing with a second sun gear on said drivingelement, a second ring gear meshing with said second planetary pinions,means to stop the rotation of said second ring gear to provideintermediate ratio, and clutch means to selectively operably connectsaid second ring gear and said driven element to provide low ratio.

4. The invention defined in claim 3, and said forward and reversereduction drive gear means having a sun gear driven by said drivingelement, a forward ring gear and a reverse ring gear, a planetarycarrier connected to drive said intermediate element and having a firstpinion meshing with said sun gear and said forward ring gear and asecond pinion meshing with said first pinion and said second ring gear,forward brake means connected to said forward ring gear operative tocontrol said forward ring gear for a forward reduction drive, andreverse brake means connected to said reverse ring gear operative tocontrol said reverse ring gear for a reverse reduction drive.

5. The invention defined in claim 3, and said forward and reversereduction drive gear means having a forward sun gear driven by saiddriving element, a forward ring gear, a reverse sun gear connected tosaid forward ring gear, a reverse ring gear, a carrier connected todrive said intermediate element and having forward planetary pinionsmeshing with said forward sun and ring gears and reverse planetarypinions meshing with said reverse sun and ring gears, forward brakemeans connected to said forward ring gear operative to control saidforward ring gear for a forward reduction drive, and reverse brake meansconnected to said reverse ring gear operative to control said reversering gear for a reverse reduction drive.

6. In a power transmission, the combination of a driving element, afirst intermediate element, a second intermediate element, and a drivenelement, la multiple ratio planetary gear drive connecting said drivingand driven elements and including forward and reverse reduction gearmeans providing a forward reduction drive and a reverse reduction driveselectively operably connecting said driving element and said firstintermediate element to provide either forward or reverse reductiondrive, and including a three ratio overdrive gear set having a firstcarrier having a plurality of planetary pinions mounted thereon drivenby said first intermediate element, aV first sun gear meshing with saidpinions and mounted on said second intermediate element, a first ringgear meshing with said pinions, means to hold said first ring gearstationary to provide high overdrive in the' three ratio gear set, asecond carrier having a pluaua-*Lees rality of planetarypinionsconnected to rotate with said first ring gear, a second sun gear on saidsecond intermediate element, a second ring gear, said planetary pinionson said second carrier meshing with said second sun gear and ring gear,means to hold said second ring gear stationary to provide intermediateoverdrive ratio in the three ratio gear set, clutch means to selectivelyoperably connect said second ring gear and said second intermediateelement to provide one-to-one direct drive in the three ratio gearV set,and a two ratio gear set having a driven sun gear on said secondintermediate element, a third set of planetary pinions meshing with saiddriven sun gear mounted on a carrier fixed to said driven element, athird ring gear meshing withsaid third set of planetary pinions, meansto hold said third ring gear to provide a reduction drive in said tworatio gear set, and means to selectively operably connect said secondintermediate element and said third ring gear to provide a one-to-onedirect drive in said two ratio gear set.

7. In a power transmission, the combination of a driving element, atorque converter output shaft, an intermediate transmission sleeveshaft, and a driven sleeve shaft coaxially arranged, a hydrodynamictorque converter connecting said driving element to said torqueconverter output shaft, a first multiple ratio gear drive mechanismselectively operably connecting said torque converter output shaft andsaid intermediate sleeve shaft, a second multiplej'ratio gear drivemeans selectively operably connecting said intermediate sleeve shaft andsaid driven sleeve shaft, a first power take-off sleeve shaft locatedconcentrically within said driven sleeve shaft and connected to saidintermediate sleeve shaft, and a second power take-off shaft locatedwithin said first power take-off sleeve shaft and connected to saidtorque converter output shaft.

8. In a power transmission, the combination of a driving element, atorque converter output shaft, an intermediate transmission sleeveshaft, and a driven sleeve shaft coaxially arranged, a hydrodynamictorque converter connecting said driving element to said torqueconverterV output shaft, a forward and reverse ratio gear drivemechanism selectively operable connecting said torque converter outputshaft and said intermediate sleeve shaft, a multiple ratio gear drivemeans selectively operable connecting said intermediate sleeve shaft andsaid driven sleeve shaft, a first power take-off sleeve shaft locatedconcentrically Within said driven sleeve shaft and connected to saidintermediate sleeve shaft, and a second power take-off shaft locatedwithin said first power take-off sleeve shaft and connected to saidtorque converter output shaft.

9. In a power transmission, the combination of a driving element, atorque converter output shaft, an intermediate transmission sleeveshaft, and a driven sleeve shaft coaxially arranged, a hydrodynamictorque converter connecting said driving element to said torqueconverter output shaft, a forward and reverse ratio gear drive mechanismselectively operable connecting said torque converter output shaft andsaid intermediate sleeve shaft, a multiple ratio gear drive meansselectively operable connecting said intermediate sleeve shaft and saiddriven sleeve shaft, a first power take-off shaft drive means on saidintermediate sleeve shaft, and a second power take-off shaft drive meanslocated on said torque converter output shaft.

l0. In a power transmission, the combination of a driving element, atorque converter output shaft, an intermediate transmission sleeveshaft, and a driven sleeve shaft coaxially arranged, a hydrodynamicYtorque converter connecting said driving element to said torqueconverter output shaft, a forward and reverse ratio gear drive mechanismselectively operable connecting said torque converter output shaft andsaid intermediate sleeve shaft, a multiple ratio gear drive meansselectively operable connecting said intermediate sleeve shaft and Said`driven sleeve shaft, said intermediate sleeve shaft having meanslocated within said sleeve and accessible through said driventsleeveshaft to provide a connection for a first power take-off shaft, saidtorqueconverter output shaft having means to provide a connection for asecond power take-off shaft. t t

11. In a transmission, a multiratio drive having a plurality of fiuidactuated ratio drive means engageable in pairs to provide a plurality ofdrive ratios, a source of Vfluid under pressure, a control valve havinga fixed annular plate and a movable annular plate having their faces insealed contact, a supplyrport centrally located in one plate connectedto said source, a first port in said one plate radially inward of saidsupply port connected to one ratio drive means, a second port in saidone plate radially outward of said supply port connected to anotherratio drive means, the other plate having a plurality of radialrecesses, including a rst pair of radially aligned recesses with onerecess interconnecting said supply port to said second port and theother connecting said first port to the space inside said annularplates, and a second pair of radially aligned recesses with one recessinterconnecting said supply port to said first port and the otherconnecting said second port to the space around said annular plates.

12. In a transmission, a multiratio drive having a plurality of fluidactuated ratio drive means engageable in pairs to provide a plurality ofdrive ratios, a source of fiuid under pressure, a control valve having afixed plate and a rotatable plate having their faces in sealed contact,a supply port located in one plate connected to said source, a firstport in said one plate radially inward of said supply port connected toone ratio drive means, a vsecond port in said one plate radially outwardof said supply port connected to another ratio drive means, the otherplate having a plurality of radial recesses, including a first pair ofradially aligned recesses with one recess interconnecting said supplyport to said second port and the other connecting said first port toexhaust, and a second pair of radially aligned recesses with onerecessinterconnecting said supply port to said first portV and the otherconnecting said second port to the space around said plates.

13. In a transmission, a multiratio drive having a plurality of fluidactuated ratio drive means engageable in pairs to provide a plurality ofdrive ratios, a source of iiuid under pressure, a control valve having afixed annular plate and a rotatable annular plate having their faces insealed contact, a plurality of supply ports centrally located in spacedpositions in one plate connected to said source, inner ports in said oneplate radially inward of each of said supply ports, outer ports in saidone plate radially outward of each of said supply ports, each of saidsupply ports being connected to a ratio drive means, the other platehaving a plurality of radial recesses, including a first pair ofradially aligned recesses cooperating with each supply port with onerecess interconnecting each of said supply ports to the adjacent outerport and the other connecting the adjacent inner port to the spaceinside said annular plates, and a second pair of radially alignedrecesses cooperating with each supply port with one recessinterconnectingsaid supply port to said adjacent inner port and theother connecting said adjacent outer port to the space around saidannular plates.

14. In a power transmission; the combination of a driving element; anintermediate element; and a driven element; forward and reverseplanetary reduction gear drive means providing a forward reduction driveand a reverse reduction drive selectively operably connecting saiddriving element to said intermediate element including a forwardreaction gear and a reverse reaction gear; means to hold said forwardreaction gear stationary; means to hold said reverse reaction gearstationary; a multiple ratio planetary gear drive selectively operablyconnecting said intermediate and driven elements and 2l including, aplurality of planetary pinions mounted on a carrier driven by saidintermediate element, a high ratio sun gear meshing with said pinionsand mounted on said driven element, a high reaction ring gear meshingwith said planetary pinions, means to hold said high reaction ring gearstationary to provide high ratio, a second carrier having secondplanetary pinions mounted thereon connected to rotate with said highreaction ring gear, an intermediate sun gear meshing with said secondplanetary pinions and mounted on said driven element, and intermediatereaction ring gear meshing with said second planetary pinions, means tohold said intermediate reaction ring gear stationary to provide in- 22termediate ratio, each of said means to hold a reaction gear stationaryhaving substantially the same capacity and clutch means to selectivelyoperably connect said intermediate reaction ring gear and said drivenelement to 5 provide low ratio.

References Cited in the le of this patent UNITED STATES PATENTS lop1,597,179 Conkling Aug. 24, 1926 1,619,701 ChOlltOIl Mal'. 1, 19272,433,052 Kelley Dec. 23, 1947 2,981,126 Kelley Apr, 25, 1961 UNITEDSTATES PATENT OFFICE CERTIFICATE 0F CORRECTION Patent, No0 3,147,643September 8, 1964V Howard W, Christenson et aln It is hereby certifiedthat error appears in the above numbered patent requiring correction andthat the said Letters Patent should read as corrected below.

Column 6, line 39, for "scavening" read scavenging column 7, line 53,for "carried" read carrier column 8, line 63, for "sets" read set columnIO, line 4, after "brake" insert 451 line 33, after "apply" insert theclutch column l2, llines 27 and 32, Vfor "sum", each occurrence, readsun column I3, line 33, for brakes" read brake Column 19, lines 43, 44and 45, 58, 60 and 6I, 72, and 74 and 75, for "operable", eachoccurrence, read operably (SEAL) I Signed and sealed this 9th day ofFebruary 1965 Attest:

ERNEST W. SWIDER' EDWARD J. BRENNER Attesting Officer Commissioner ofPatents

3. IN A POWER TRANSMISSION, THE COMBINATION OF A DRIVING ELEMENT, ANINTERMEDIATE ELEMENT, AND A DRIVEN ELEMENT, A MULTIPLE RATIO PLANETARYGEAR DRIVE CONNECTING SAID DRIVING AND DRIVEN ELEMENTS AND INCLUDING,FORWARD AND REVERSE REDUCTION DRIVE GEAR MEANS PROVIDING A FORWARDREDUCTION DRIVE AND A REVERSE REDUCTION DRIVE SELECTIVELY OPERABLYCONNECTING SAID DRIVING ELEMENT TO SAID INTERMEDIATE ELEMENT, A FIRSTCARRIER HAVING A PLURALITY OF PLANETARY PINIONS MOUNTED THEREON DRIVENBY SAID INTERMEDIATE ELEMENT, A FIRST SUN GEAR MESHING WITH SAID PINIONSAND MOUNTED ON SAID DRIVEN ELEMENT, A FIRST RING GEAR MESHING WITH SAIDPLANETARY PINIONS, MEANS TO HOLD SAID FIRST RING STATIONARY TO PROVIDEHIGH RATIO, A SECOND CARRIER HAVING PLANETARY PINIONS MOUNTED THEREONCONNECTED TO ROTATE WITH SAID FIRST RING GEAR, SAID SECOND SET OFPLANETARY PINIONS MESHING WITH A SECOND SUN GEAR ON SAID DRIVINGELEMENT, A SECOND RING GEAR MESHING WITH SAID SECOND PLANETARY PINIONS,MEANS TO STOP THE ROTATION OF SAID SECOND RING GEAR TO PROVIDEINTERMEDIATE RATIO, AND CLUTCH MEANS TO SELECTIVELY OPERABLY CONNECTSAID SECOND RING GEAR AND SAID DRIVEN ELEMENT TO PROVIDE LOW RATIO.